Gas engine



(No Model.) 5 Sheets-Sheet 1.

' L. H. NASH.

GAS ENGNB. No. 386,208.' Patented July 17, 18.88.

'l l fg @www N, PETERS, PmwLnmgrzphnr, wamingwn. D4 C.

(No Model.)

5 Sheets-Sheet 2.

L.. H. NASH. GAs-.ENG1NB- Patented July 17,1888.

N. PETERS, Photvmnngnphur. wnmngton. D C.

No Model.) 5 Sheets-Sheet 3.

No. 386,208. Patented July 17,1888.

g; a I

NA Pains, Phmumgnpher. wm.: t;

5 sheets-sheet 4. L. H. NASH.

GAS ENGINE (No Model.)

Patented July 17, 1888.

(NO Model.) 5 Sheets-Sheet 5.

L. H. NASH.

GAS ENGINE.

No..386.208. Patented July 17, 1888.

Wvf?, e sses;

UNITED STATES FaTnNT Trice.

LEVIS HALLOCK NASH, OF BROOKLYN, ASSIGNOR TO THE NATIONAL METER COMPANY,OF NEV YORK, N. Y.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 386,208, dated Jui-.v17, 1888.

(No model.)

To all whom t may concern,.-

Be it known that l, Lnwis HALLoei; N Asn, a citizen of the UnitedStates, residing at Brooklyn, in the county of Kings and State of NewYork, have invented new and useful lmprovements in Gas-Engines7 of whichthe following is a specification.

I have improved the gas-engine; andthe objects of my improvements are tooperate the engine with a combustible mixture of uniform proportions; toprovide for governii'ig an engine using Such a mixture; to supply such amixture to the engine as fast as it maybe used; to prevent the prematureignition of the charge; to prevent the flame from the powercylinder frombeing communicated back to the supply-reservoir; to prevent the leakageof the supply-valve from fouling the supply for the engine; to providecontinuous lubrication for the working parts; to utilize the action ofthe compression-pump of the engine to automatically effect thelubrication of the working parts; to render the operation of the enginereliable; to simplify the construction of the engine; to securedurability in the working parts and economy of construction and ofoperation, and to provide for the admission of the charge, its ignition,prevent the fouling of the supply, and prevent the back passage of theiiame by a plunger-valve having a compound movement. These objects areeffected bythe engine illustrated in the accompanying drawings, inwhich- Figure 1 represents in vertical section a gasengine embracing myimprovements. Fig. 1 is a cross-section of the piston on the line o 0 ofFig. 1. Fig. 2 represents a vertical section of the engine, taken atright angles to the line of section of Fig. 1. Fig. 2 represents invertical section the mixing-valve, and Fig. 2" shows a cross-sectionthereof on the line .r2 .el of Fig. 2a. Fig. 8 represents a longitudinalcentral section of the case ofthe supply-valve, showing-the ports andthe passages therein. Fig. 4 is a longitudinal central section of thevalve and its ease, showing the valve in the position to admit thecharge. Fig. 5 shows a view like Fig. 4, showing the valve in theposition to ignite the charge. Fig. (l shows a longitudinal sectiontaken at-right angles to the section line of Fig. 5, showing the valvein the position it occupies when the flame is coimminicated from theexternallighter to the ignition-chamher. Fig. 7 shows a cross-seetionol" the valve and its case, taken on the line x .fr of Fig. 5; and Fig.8 shows a similar section taken on the line v/y/ of Fig. 6. Fig. 9 is adetail face view of the valve-case, showing the form of the inletsupply-opening shown in cross section in Fig. 7. lPhe valve is shown inFigs. 1t), 11, and 12 in longitudinal and in cross-sections, Fig. l1being taken through the ignition-chamber, and Fig. 12 being takenthrough one of the valve-ports. Fig. 13 shows the supply-valve operatingoblique eccentric in side view. and Fig. 1-1 shows the same in faceview. Figs. 15, 16, and 17 show views of the ily-wheel governor device,Fig. 16 being a detail sectional view of the wheel-hub, and Fig. 17shows the Weight-connecting lilik.

The engine shown is of the vertical type, and the power-cylinder A issurrounded by a cooling-jacket, B. The combustion or power chamber O,formed partly in a separate hood, D, communicates at one side of thelatter with the supply-valve port. the power-cylinder opens into aeasing, E, of the frame, which forms a compression supplychamber, F, forthe engine, ot' which the piston is the compressor. An exhaust-passage,G, is formed by thejacket around the cylinder, and opens into thechamber of the latter by a series of ports, 2, at about the middle ofthe length of the cylinder, and thejacket has one or more outlet-ports,3, for the escape of the gases.

The power-transmitting crank-shaft H is mounted in the engine-casing E,so that its crank H and the piston-connections I of the latter areinclosed and operate within the supply comprcssioil-chamber.

The ily-wheel J is secured upon the crankshaft outside of the casing,and the supplyvalve operating eccentric K is secured upon said shaftwithin a closed chamber, L, of the casing, within which thevalve-connecting rod M also operates, so that the piston and valveoperating parts are inclosed to prevent the splashing of the lubricant.

The forward end ofv IOO The back end of the combustion-chamber G iscontracted and has somewhat the-form of a bugle, the smaller end,C',communicating with the supply-port a of a valve, N, which forms both thesupply` and the ignition valve, while the larger end of saidcombustio'n-chamber is formed by the power-cylinder, so that the supplyenters the combustion-chamber from the small end to the larger end,expanding in its flow, while the flame for the ignition of the chargefollows in the same direction from the samevalve, which is arranged atthe side of the cylinder. This valve also has provision for preventingthe leakage from the power or combustion cylinder from fouling thesucceeding charge; The compression chamber F communicates by a passage,b, with a pipe, P, which opens into the valve-chamber port c, Fig. 1,and such communication is controlled by a governor-valve, Q, fitted intosaid pas sage b, so as to open and toclose the port b ofthe passage b,to increase or to diminish the low of the charge under the action of thegovernor. This valve Q serves to permit the iiow of a certain quantityof the combustible mixture to form the charge and to retain the surplusmixture within the compression-charnber, and such function is preferablycontrolled by a governor automatically in a way that I will presentlydescribe. It may, however, be controlled by means not automatic, such asan ordinary screw-cock.

The supply-valve case R has a cylindrical longitudinal valve-chamber, R,within which is fitted the cylindrical valve N, within the interior bodyof which is formed the ignitionchamber d, having a tangentialignition-port, 4, a tangential supply-port, 5, and a centralignition-port, 6, opening at right angles to the tangential ports. Theignition-chamber dis of circular forni and its central ignition-port, 6,has a bushing to give the required size to such port. A lateral port, 7,opens at the side ofthe valve and communicates with a centrallongitudinal passage, 8, which opens at the lower end of the valve.

The supply-passage I is formed atone end of the valve-case and opensinto the valvechamber port c, while the engine-supply port a opens atthe side of the case and surrounds the valve. Below the supply-port athe ignition-port 9 is formed, so as to communicate the flame from anexternal lighter-jet, 10, to the ignition-chamber d in the operation ofthe valve. An inclosed passage, 11, is formed in the wall of the caseand opens into the valve-chamber at two points, 12, which forms anesca-pe for the gases from the ignition-chamber while the ignition-port4for the combustion-chamberisopening. Thesupplyport a has itsinlet-opening formed with a lower enlarged part, a2, Fig. 9, in suchmanner as to form an angular wall projection, 13, within the said port,into which enlarged part the ignition-port 4 of the'valve opens'at thepoint when the valve is turning in its seat to ignite the charge andpasses the edge of said projection.

However tight the supply-valve of a gasengine is made to work, itsjoint-forming contact will, wear, so as to permit leakingfromback-pressure and foul the charge so as to seriously interfere withthe operation of the engine. I provide a perfect remedy for thisdifculty, so that however badly the valve may leak the waste gasescannot be forced back into thesupply. Such provision I haveshown in aplug-valve; but it may be used in any form of valve-as, forinstance,that shown and described in my patent dated February 17, 1885, No.312,494. This provision consists in providing the valve-case wit haseparate valvecontrolled port, c, opening into the fuel-supply passagel, anda separate valve-controlled port, a, communicating with thecombustionchamber, and between these ports there is an escape-port, 15,which separates thejoint-forming bearings of the two case-ports, and isopen to the outer air, asin Fig. 6. Such case-ports are shown assurrounding the valve, and the intermediate escape-port, 15, open to theair through the valve-case, and also inclosing the valve. --The valvehas two separated bearingfaces, one controlling each of the said ports,and adivision-space, 16, Fig. 10, is formed between .thesebearing-faces, into which the leakage from the separated valvebearing-faces may escape, andthus avoid allpossible chance for beingforced into the supply-passage, because in such position of the valveboth the supply-ports are closed by the valve and any gases that leak bythe bearing-surfaces will pass into and away th rough. the escape-port.

In the construction shown one of the bearing-face sections N of thevalve has a central passage which opens into the division-space 16,whereby to make communication between the two ports when the valve isadmitting the charge to the power-cylinder. In this provision it isimmaterial whether the escape-passage 15 beformedin valve-case or in thevalve, so long as it separates the joint-forming snrfaces of the twosupply-ports when they are closed. The upper end of the valve chamber isclosed by a plug. The case-wall passage 11 is not necessary in aquickly-moving valve. I The supply-valveis operated from thecrankshaftby an eccentric, K, of peculiar construction, as I shall now describe.is secured a hub, K', having an eccentric diskbearing turned with itsaxis oblique to the axis of the shaft, and having a circumferential V-shaped groove to receive a bearing-ring, S, to which is pivoted theValve-connecting rod M, which has a universal-joint connection, T,withsaid valve. It is this peculiar eccentric connection that gives acombined reciprocating and turning or twisting movement, which will behereinafter described in the operation of the engine. In an engine wherethe valve- Upon the shaft IIO connection can be made at the end of thecrankshaft, a crank-pin set obliquely may take the place of the obliqueeccentric.

Referring to the function of the valve to prevent back-pressure from thecombustion or power chamber fouling the charge, the construction bywhich this is effected serves also the important function ofpreventingthe flame from the combustion-chamber from being communicated back tothe supply. In my experiments I used a lifting check-Valve in thesupply-pipe, which communicated directly with the combustionchamber, sothat the back -pressure of the gases in the combustion-chamber would actto close said valve. I found that such valve could not be relied upon,however perfect its seating, as the valve would wear ont of perfectjoint, and that it was also liable to collect foreign matter-such asdirt and Hakes of burned oil-which would prevent its tight closing, andthis caused leakage, fouling the supply, as well as allowing the fiameto pass u nder the valve and ignite the mixture in the supply-reservoir.I found that a sudden explosion of the charge in the combustionchamberwould often transmit the iiame under the bearing-face of the lift-valve,however perfeet its seating, and that this result would take place fromthe rebound of the valve caused by the sudden impact from the explosion.I provide against this serious difficulty of a checkvalve by the use ofa positively-moving, preferably a sliding` valve for controlling theadmission ofthe charge, which can have no such rebound and no uncertainaction, and by the provision of an escape-passage for the flame shouldit leak, by the bearing-surfaces of the valve, because, now supposingthe llame to run along the joint-forming faces of the valve from thecylinder-port a, the llame would enter the escape passage or port 15 andpass out to the air. It could not pass beyond this escape-port into thesupply-passage P', because the port c is closed by a portion, N', of thevalve, and because the pressure carrying` the iiame would end in theescape-port, which separates the two supply-ports. I also found thatwhen the pressure in the combustion or power chamber had been reduced byreason of the opening of the exhaust-ports below the pressure in thesupply-passage the gases from the latter would rush into the combustion-Chainber and become prematurelyignited, and the flame would betransmitted under the valve back into the reservoir. My improvementovercomes this very serious defect by a positively-moving valve, andwhich cannot be opened hy the varying pressures of the gas, but which iscontrolled solely by the connecting mechanism, and is only opened at theproper time.

Any positively moving valve having substantially the functions l havepointed ont will be the equivalentaml may be used instead of a slidingor plunger valve.

The piston U is of the trunk form, and may have any suitable pitmanconnection with the crankshaft. The connection shown is preferred,because its construction is such as to provide for taking up lost motionfrom one end ot" the connecting-rod, to provide a frictionless bearingfor the piston and an oiled bearing for the crank, in which thebearingscats are made self-adjusting; but as these matters form thesubject of a separate appli` cation for a patent by me a more specificdescription is deemed unnecessary herein. Itis important, however, thatthe operating connection with the piston should be by a frictionlessbearing, that the crank-pin should be lubricated, and that the valve andits connections should be oiled by automatic means, so as to require noattention and to reduce the friction of the connections, so that theengine will work with a perfectly easy movement.

In Figs. l and 2 of the drawings I have shown the frictionless bearingof the connecting-rod with the piston, which consists of an innerbearing-block, 25, on the upper end of the abutment-rod I. and an outerbearingblock, 26, and a knife-edge bearing-piece, 27, secured to thepiston between the bearingblocks 26 and 27,the latter of which issecured within openings in two tie-rods, 28 and 29, the lower ends ofwhich are secured to the crankpin bearing-boxes. The knife-edge piece 27of the piston has its under bearing upon the lower block, 25, madeconvex, and its upper knife-edge bears in a V-shaped groove in the upperblock, 26, these two bearing-blocks being retained in position by thetie rods. The pushing-strains are resisted by the abutmentrod I, and thepulling-strains upon the abutment-rod are resisted by the two tie-rods,which are formed with enlarged open ends, so as to receive thebearing-boxes of the crankpin and the knife-edge bearing device for thepiston. As the connecting-rod I swings back and forth, the upper block,26, will rock upon the knife-edge bearing-piece 27, and that the lowerbearing-block will roll upon its convex surface, and hence there will beno sliding movements of these parts and no friction or wear, so thatthey will require no oil; but the pist-on, the valve, their operatingconnections, and the crank-shaft are oiled by the operation of theengine, and in this particular the operation of the engine isfacilitated, the frictionless bearing, which requires no oiling,cooperating to facilitate the operation with the parts, which are madeself-oiling.

The compression-chamber F is supplied with a combustible mixture by amixing-valve placed externally thereto, adapted to alitomaticallyregulate the relative proportional supply of gas and air to thepower-cylinder, so that the charge of combustible mixture shall be ofuniform quality and density. Thisinixing device forms an attachment forthe coinpression-punip of the engine, as seen in Fig. 2, the connectionwith the compression-pump being made at 1S, so that the pump draws itscharge through the mixing device, which connects with the gas supplypipe at 19, and has a perpetual open air-inlet at 20.

The case e of IOS the device is formed with an interior chamber, f, andtwo valve-ports. g and h, of unequal area, with which a conical valve ofcorresponding separate val ve-seats, i' and j, operates vertically byits weight to control the How of gas through the smaller valve-seat, h,and to control the flow ofair through the larger valve-seat, g. In theconstruction shown the chamber f is formed between the valve-seats, andthe larger of thc latter is directly above the smaller, the valve beingcentral with both. The case e is preferably of circular form, and has ahorizontal partition-plate, 7i', which forms the bot` tom of thechamberf, and has a central opening, h, which opens in the smallupward-fiaring valve-seat and into said chamber, and communicates withthe gas-suppl y passage 19 in said partition-plate. Thechamberissuppliedwith air through a series of openings. f', in the bottom plate, k, whichare made of definite size in relation vto the gas-supply valve seatopening.- The upper valve-seat, t', flares upward, and is formed in thetop of the chamber j', and the valve has conical seats correspondingwith the seatopcnings, forming a liftingvalve guided by a fixed centralpin upon which the valve is fitted. The valve-chamber is inclosed by acover, which has the guide-pin for the valve. "I he supply of to thechamber is controlled by and regulated by a screwplug, Z, Fig. 2",iilted in ascrmv-threaded hori- ,zontal opening in the case, so that theinner end ofsaid screw-pl ug crosses the central opening, 71 below lthelower valve-seat, and is set to open and to close said opening more orless, the adjustment of said plug being made from the outer side of thecase, as secu in Fig. 2*.

The supply of air to the chamber j is controlled and regulated by ascrew-cup, m, which screws into the lower open end ofthe case, so as toclose more or less the openings in the bottom plate of said ehamberf,the inner end ot' said eup for this purpose being formed with an inwardprojecting rim, m, wide enough to close said openingsj", .when the cupis driven up against the said bottom plate. In the operation ofthe mixerthe force of the suction of the pump in drawing its supply through thedevice lifts the valve, so as to open communication of the compression-pump with the chamber f, which thereby opens communication of the gasand air passages 7L f with the said pump. Now, the relative quantity ofgas and air that will he drawn into the chamber f will depend upontherelative size of the supply-passage h j". To increase the supply ofgas, the screw-plug Z is drawn out to increase the 'area of the supplyopening L, and the Screw-cu p mis driven in to lessen thesupplyopeningsf. To increase the air-supply over the gas-supply, thereverse of these adjustments is made, and these adjustments may be madeseparately to regulate the supply of the gas or of the air. Thedouble-seated valve'is made of sufcient weight to greatly overcome thepressure ofthe gas-in the pipe 19, so that whenever the device is iuaction the force of 'pin-head.

the suction will be considerable, and the slight variations in thepressure of the gas-supply usual in service-pipes of cities willtherefore have little effect as compared with the suction of the pump incontrolling the flow of the gas and air. It is therefore practicallynecv essary only to consider the gas as having approximately the samepressure as the air, and the conditions are obtained whereby the twocurrents are drawn from separate su pply-passages having substantiallyequal pressures into a chamber in communication with the compressor.Under these conditions the flow of each constituent will be proportionalto the capacity of the supply-passages.

When the suction ot' the pumpV stops, the double-seated valve closes byits weight, cutting off both gas and airuntil the next action of thepump. As the sizes of the openings hf in the bottom ofthe chambercontrol the proportional tlow ofthe constituents, therform of the valveseats should be such as to lift.- quickly and completely open the fullcapacity of the inletopenings. l may, however, use any form offuel-mixing device that will supply a mixture indefinite proportions ofgas and air, and I may use an independent compressor, if desired, tosupply the combustible mixture to the engine.

The tlywheel of the engine has preferably the governor device forgoverning the operation of the engine. In this governing device thefly-wheel has a radial pin, a, secured in the rim of the wheel, and,extending within the rim, terminates in au enlargedbearing end, a', uponwhich a weight, p, is fitted, having a chamber, g, longer than thebearing of the two cylindrical bearings, 011e upon the pin n and theother upon its enlarged end a', so as to make a free sliding joint forthe weight thereon. Theinner end of the chamber which forms the largercylindrical bearing in the weightis closed b ya plug, which has acentral hole to receive the end of a link, r, which is connected to theweight by a pin, 8.` The This construction gives the weight IICweightchamber forms an air-cushion, and for this purpose is divided bythe head of the bearing-pin into two chambers, each of which forms auair-cushion upon the fixed head as the weight moves in and out to resistits motion. These two cushionchambers communicate through thejoint ofthe dividing-head, which is tted sufficiently loose for that purpose, sothat the air will slowly leak through said joint from one chamber to theother and allow' of a perfectly easy motion of the weight when it movesslowly, but will offer considerable resistance to a rapid motion. Uponthe hub `of the wheel is tted a freely-moving ring, t, Fig. 16, having acircumferential groove, t',

into which ts a pin, u, Fig. l, on the lower ing-link. To retain thelower end of the link in position, it is fitted into a groove-bearing,v, formed in the side of the hub, as seen in Fig. 16, and thereby guidethe link in its movements with the weight. A spiral spring, w, connectsthe free end of the link 'r with the wheel-rim at a point diametricallyopposite to the weightfor the purpose of balancing the centrifugal forceof the weight, and the tension of the spring is regulated by a screw andnut, w. As the speed of the fly-wheel increases the weight p will bemoved outward with its link 1', so that the groove r of the iatter willmove the ring t by its feather-connection outward, and thereby operatethe lever u so as to throw the plug-valve Q, inward to close, accordingto the extent of its movement, the supply-port b to control the supplyto the valve. As the speed of the wheel decreases, the opposite actiontakes place, and the supply to the cylinder is increased, and therebyincrease the power of the engine. By this construction the governordevice consists of only one weight and a single balancing-spring, andthis simple retarding device is snflcient to prevent all vibrations of asingle unbalanced weight without impairing the scusitiveness of thegovernor.

l have made provision for lubricating t-he bearings ofthe working partsof the engine, which provision I will now describe. Thecompression-chamberof the engine is supplied with a suitable quantity ofoil, from which a portion is forced out and again sucked into it by theaction of the compressor. A conduit, rv, leads from the bottom ofthecompressionchamber tothe bearing-surfaces to be lubricated. rlhisconduit may consist of a tube,or of wall-passages, or of both, as shown.Surrounding` the piston is a groove, y, formed in the inner wall of thecylinder, which communicates by a wall-passage, .1', Fig. l, with thechamber ofthe sup1i lyvalve, and into these the conduit opens. Thedrippings from the piston return to the compression-chamber F throughthe open end of the latter, while the drippings from the valve-movingparts fall into the closu re L of the engine-frame along` thevalve-connecting rod M, its eccentric, and the bearings of the shalt andcollect in the bottom of said closure. The wall which divides thisclosure from the compression-chamber has a passage, 2l, Fig. l,containing` a cheek-valve, 22, which, while retaining the oil-supply inthe compression-chamber, allows that which collects in the bottom of theclosure to be returned by suction into the compressionchamber.pression-chamber contains the elastic gaseous iiuid, the alternatepressure and suction in the chamber caused by the action of the pistoncauses the oil to flow from said chamber, and then to be drawn into itagain in a circuit to and from the beari11g-surfaces to be oiled. Inthis action the elastic fluid is 1i rst subjected to pressure, and thento suetion,the first to cause the oil to be forced out through a seriesof As the com-` and the second to cause the elastic fluid to have asucking action upon the drip from the outflow to return it to the sourceof supply through a passage controlled by avalve opened by the force ofthe suction and closed by its weight. lt is obvious that thelubricatingcircuit may be effected by an independent plunger working ina separate closure containing air instead of the compression-pump of theengine, but l prefer to use the compressionchamber as the pump, becausesuch provision forms a part of the engine.

For regulating the quantity of the flow of the oil through the conduit acontrolling-cock, 23, is provided in said conduit, as seen in Fig. 2.

In thc operation of the engine, the piston, being on its upward stroke,draws into the compression-ehamber through the mixing device a uniformcombustible mixture in which the relative proportion of the gas and airare automatically and uniformly determined. rllhe return-stroke of thepiston compresses the mixture in the said chamber until the crank hasnearly reached its lowest point and the eX- haust-ports 2 are opened.Vhile the ports 2 are still open the supply-valve opens to admit thecharge into the combustion-ehamber, as shown in Fig. 4, driving out thewaste products from the cylinder through the exhaustports. The valve nowcloses the supply-ports (t and c, and the piston returning compressesthe charge and begins its next forward stroke, when the charge isignited, the valve being` in the position shown in Figs. 5, 7, and 9,driving the piston forward. At this point in the operation of the engineit is of the greatest importance to prevent the leakage caused by backpressure from fouling the succeeding charge; and referring to Fig. 5 itwill be seen that theleakage fromthe cylinder-port a passing theLjoint-forming valve-faces, will flow into the escape passage or ports15, and thence to the open air through the escape-passage in the case,so thatin no condition inthe movements ofthe valve can the waste gasesflow backinto the supply-port. The provision by which this importantresult is effected serves also to prevent the llame from beingcommunicated to the supply-chamber, because now, supposing the flame torun along thejoint-forrning faces of the valve from the cylinder-port,the flame would enter the escape passage or port and pass out to theair. It could not pass beyond the escape-port into the supply-passage,because the latter is closed by the portion N of the valve, and becausethe pressure carrying the llame would end in the escape-port whichseparates the two supply-ports. The piston., continuing forward until itreaches the position shown in Figs. l and 2,'oegins to open theexhaustports and the waste gases escape through the exhaust-ports 2,thesupply-valve at this time being closed and remainsclosed until thepressurein the cylinder has been reduced to that of the atmosphere, anduntil an interassa'es connecting the bearing surfaces l val of time hasela )sed te allow the old charge Z3 d t: 7 l D IOO IIS

to cool. This is important to prevent the premature ignition oftheincoming charge from the hot gases which remain in the cylinder, becausewhen thc pressure in the cylinder is reduced by 'the escape of some ot'the hot gases the remaining gases do not long retain heat` sufficient toendanger a premature ignition of the incoming charge. The supply-valvethen opens and admits a new charge, which drives the remaining wastegases out, andthe engine continues its operation, as stated. It will beseen that the valve on its forward movement operates its ports 4, G, and7, and then turns -on its axis and returns,so thatin its returningmovement its ports are not. again opened until on its next forwardstroke, and it is this twisting and reciprocating movement which permitsa single plunger-valve to perform its several functions on its forwardstroke without repeating them on the return-stroke.

The quantity of the combustible for each charge is controlledautomatically or otherwise by the governor, which opens and closes thepassage b, connecting the compressionchamber with the supply-valve. Whenthis passage is nearly closed by the valve Q, only a small quantity ofcombustible mixture can ow into the combustion-chamber from thecompression-chamber, so that some ofthe mixture will remain under'pressure in the sup'- ply-chamber and expand again as the piston movesupward. Under this expansion the mixing-valve will remain closed duringa portion ot' the pistons movement, and upon completing its upwardmovement only a quantity of combustible mixture will be drawn in through'the mixingvalve equal to that which iowed out of said chamber to makethe charge in the cylinder. In this way a combustible mixture of uniformand constantproportions is supplied to the power-cylinder forallconditions in the operation ofthe engine, and therefore theoperationof igniting the chargeand the efficiency of the expanding gaseswill be the same whether the engine is running under a high or a'lowerpower. In this operation the compression-pump co-operates with thegovernor in drawing exactly the quantity of the combustible mixture intothe compression-chamber to make good the quantity taken out for eachcharge.

In cases where the engine is exposed to the collection of dirt and gritit may not loe deemed advisable to returuthe oil which collects in thechamber L to the compressionchamber F, and in such case the valvedpassage 21 and 22 between the two chambers will not be used, and thechamber F will be snpplied with oil as may be required, it beingimportant to keep the oil free from grit.

Access to the chamber L is had by removable side plates.

I have shown and described herein various matters relating to separateand distinct operating parts of agas-engine for which I have filedseparate and distinct applications for patents under Serial Nos. 215,417,for fuel-mixing device, 215,421' for fly-wheel governor, 244, 259, forigniter for gas-engi nes, and 242, 063, for connecting-rods, and astothe matters embraced in these several applications I make no claimherein in so far asl they do not relate to their co-operative relationand functions for carrying out the invention which constitutes thesubject-matter of this application. As to the method of` operating.gas-engines which I ,working parts of a gas-engine, thematterspeciiically claimed herein is limited to the combination of such meanswith agus-engine; but broader claims `forsnch device for use with gasand other engines and motors are made the subject of a separate anddistinct application for a patent iiledby me December 2, 1887, underSerial No. 257,123.

I do notconline myself to the precise devices or combination of devicesherein described, since any devices or combination of devices having thefunctions substantially of those described may be employed withoutdeparting from the spirit or scope of my invention. i

, It willvbe observed that the fresh gases entering the combustioncylinder or chamber drive before them and out of the exhaust-ports thefoul gases remaining in the chamber after combustionihastaken place.This is due to the fact that the entrance and exhaust ports aresubstantially at opposite ends ofsaid chamber and are both opensimultaneously for a short period of time. l In engines of this type theexhaustportsare usually opened by the piston `in. whatmay be termed itsforward stroke, and I find-it convenient to employ this terni todesignate the type of engineillnstrated and described.

As in my improved method of operating a gas-engine, the compression-pump andthe storage-reservoir are in free communication with ieach other; therefore when the power-cylinder has received only a smallportion of the charge from the reservoir the balance of the gasestherein will be retained and will expand back into thecompression-chamber during a portion of the strokeof its piston, thuspartially filling the compression*chamber from the gases in thereservoir until the pressure therein is reduced below that ol' theatmosphere. After this the piston begins to suck in a new charge throughthe mixing-valve to lill up the space made vacant by the remainingportion ot' the stroke of the piston. I't in this operation vthegovernor entirely closed the supply-passage at any Vstroke of thecompressor, then the whole of the charge would be retained in thecompression chambenand no newy charge would enter through themixing-valve at the next stroke of the compressor. On the contrary, theretained gases would simply expand and be again compressed until some ofthem` IOO IIO

were allowed to enter the power-eylinder,after which a new supply, justsufficient to supply consumption, would be drawn in by the next strokeofthe compressor. It is evident that if a check-valve were placedbetween the eompression-pump and the storage-reservoir the above-statedoperation would be impossible, because such an intermediate valve wouldpreA vent the return 0f the charge from the reservoir into thecompressor, and the compressor would only act to force all the chargetaken in at the stroke into the reservoir, whether the charge in thelatter had been used or not. This operation ot my engine is importantand advantageous in preventing the accumulation of the charge in thereservoir and avoiding the necessity of providing against an excessivepressure of the charge and providing an auto* matic means for regulatingthe supply.

Referring now to exhausting the waste gas from the power-cylinder, itwill be understood that when the piston tirst opens the upper edge ofthe exhaust ports the charge will rush out of the ports so quickly as toproduce a shocl; and cause the pressure to be reduced to that of theatmosphere, and frequently produces a suction in the cylinder. Now, whena check-valve is used to admit the charge the fresh combustible mixturewill instantly rush into the cylinder while the waste gases are stillhot, and they will beignited prematurely; but when the gases areprevented by my positively moving valve from entering at this time untilthe shock ot' the exhaust is passed and the remaining` gases aresomewhat cooled, the new charge may then be admitted without danger ofbeing prematurely ignited. Thedifference in time is small, but itcorresponds to a con siderable movement of the crank, and it iseffective in securing the desired result.

In conclusion, I desire to explain that by the use of the term a duct orpassage of constant capacity77 and similar and related eX- pressions inthis specification l intend to designate a passage which does notcontain a device for governing or controlling the quantity of gas whichwill flow through it when open in a given interval of time, but onewhich. although it may only be opened intermittently, yet while openpermits the same quantity of gas to flow through it during a giveninterval of time.

From the foregoing it is obvious that the upper and the lower parts ofthe compressionchamber F perform the functions of a compression-chamberand also of a compressionreservoir; but since they are constantly infree communication with each other they may also be properly treated asa single chamber.

l claim- 1. The combination, with a gas-engine, of a cylindrical plungervalve, and a case having ports for operating the engine, andoperatingeonnections for said valve,consistingof the oblique eccentric,the strap therefor, and a connecting-rod pivoted to said strap andhaving a universatjoint connection with said valve, substantially' asherein set forth.

2. The combination of the powercylinder of a gascngine, havingexhaust-ports placed in the middleof its length, and having itssupply-passage entering at its back end, with a piston controlling thedischarge of the waste gases, a sliding supply-valve controlling` thetlow into said cylinder, actuated by positive connecting mechanism, acompressor supplying a uniform combustible mixture for the engine, asupply-passage conveying the mixture to the engine-valve, and athrottle-valve for said supply-passage, actuated by a governor,substantially as described.

3. The combination, with the power-cylin der of a gas engine, havingports opened by the piston on its forward stroke, and acompression-chamber, of asupply-passage leading from said chamber, aplunger-valve having provision for controllingl the supply and ignitingthe charge, and an external lighter, substantially as herein set forth.

Lt. The combination, with a gas-engine, of a valvechaniberhaving a portentering the comlmstion-chamber, and a separate supply-port, a valvehaving bearingfaces operating said ports, an escape-passage, a cylinderhaving exhaust-ports uncovered by the piston on its forward stroke, andsuitable valve-operating connections, substantially as herein set forth.

5. The combination, with the power-cylinder of a gas-engine, havingexhaust-ports uncovered by the piston on its forward strol e,of acompressionchamber, a mixing valve supplying a uniform mixture, agovernor controlling the flow from said ehamber,and aplungervalvesupplying the charge, substantially as herein set forth.

(i. The combination, with t-he power-cylinder of a gas-engine, ot' aslide-valve, a valve case having a cylinder-port, a separate supplyport, and an escape-port separating said ports, substantially asherein set forth.

7. The combination, with the power-cylinder of a gassenginc, ofaslide-valve having divided bearing-surtaees, a valve case havingseparate ports for the supply and for the combustion chamber, and anescapeport placed between them, substantially as described, for thepurpose specified.

8. The combinatiomwith the piston ofa gasenginc, of acompression-chamber, a mixing supply-valve thercfor,a supplyplunger-valve, a ily-wheel governor, and a valve operated by the latterto control the tlow from said compression-chamber to the supply-valve,slibstantially as described.

9. The combination, with the power-cylinder, the piston, and a supplyslide-valve, ot' a plringer-chamber containing an elastic iluid and oil,and a supplyconduit leading from said chamber to the bearingsurfaees ofsaid cylinder, piston, and valve, substantially as herein set forth.

10. The combination, with the power-cyl IOO IIO

inder, the piston, and the valve, of the compression-chamber containingoil, an elastic iiuid, and the piston-operating connections, the chamberL, containing the valve-operating connections, and a conduit for oilleading from the compression-chamber to the bearingsurfaces ot" saidcylinder, piston, and valve, substantially as herein set forth.

11. The combination, with the power-cylinder, the piston, theslideyalvc, and theoperating-connections for the working parts, of theengine-frame having a compression-chamber containing an elastic fluidand oil, and inclosing the piston-operating connection, and also havinga chamberiuclosing the valve-operating connections, a conduit for theoil leading from theeompression-chamber,and a valvecontrollcdcommunication between the said chambers, substantially as described, forthe purpose specified.

12. The combination, with the power-cylinder having the innerwall-groove, y, anda supply slide-valve having a all-passage, z, leadingto said groove, ot' the compressionchamber F, containing yan elasticiluid and oil, and a tube leading therefrom to the said wall-passage,substantially as described, for the purpose specified.

13. An engine-frame having the chambers F and L, the former containingan elast-ic fluid and oil, in combination with the power-cylinder, thepiston, the supply-valve, the conduit y z, for supplying oil to theoperating parts, the cheek-valve 22, and the cock 23, substantially asherein set forth.

14. The combination, with the powercylinder, the piston, and thesupply-va1ve,of a compression-chamber, of which the piston forms thecompressor, having a mixing-valve supplying a uniform mixture, avalve-controlled supply-passage for the power-cyli nder, and anautomatically oil-supplying conduit for the cylinder, and valve N,controlled by said piston, substantially as herein set forth.

15. rl"he combination, with the piston and other Working parts ot'ages-engine, of apluuger-chambercontaining an elastic Huid and oil, andla supply-conduit for the oil leading from said chamber to thebearing-surfaces to be lubricated,whereby the oil is forced th roughsaid passage by the gas under the action-of the-piston, substantially asdescribed.

16. The combination ot the power-cylinder of a gas-engine, havingexhaust-ports placed in the middle ofits length, having its supplypas atits back end, and a eom- //fpression-chamber at its 'forward end forming17. In a gas-engine, a compression-chamber and a reservoir constantly infree communica. tion therewith, combinedv with ports provided with avalve for controlling 'the supply of the mixture` to the reservoirsolely by the back expansion of the gases contained in said reservoir,substantially as described.

18. In a gas engine,acompressionchamber, a reservoir constantly in freecommunication therewith, and an automat-ic governor combined with ports`and provided with a valve for automatically controlling the supply ofmixture to the reservoir solely by the back expansion of the gasescontained in said reservoir, subst-antially as described.

19. In a gas-engine, the combination of an entrance-passage of constantcapacity, a compression-chamber in free communication with Ia reservoir.a combustion-ehamber, and a con-.

. ber to said combustion-chamber, substantially as described.

20.` In a gas-engine, the combination of an entrance-passage of constantcapacity controlled by a cheek-valve, a compression-chamber in freecommunication with the reservoir, acombustion-ch amber, and aconduitprovided with a valve for controlling its capacity, leading from saidcompressien-cliamber to said combustion chamber, substantially as described.

21. 1n a gas-engine, a combustion-chamber having entrance and dischargeports at opposite ends of said chamber, both open at the same time,combined with a compressionchamber, and a reservoir in freecommunication therewith, a conduit connecting said combustion-chamberand said compression-chamber, provided with a valve forautomaticallyclosing said conduit, and a valve controlled by anautomatic governor for controlling the capacity of said conduit,substantially as described.

22. In a gas-engine, a combustion-chamber having entrance and dischargeports at opposite ends of said chamber, both open at the same time,combined with a positively-moving supply-valve, a compressionchamber,and a conduit provided with an automatic governor for controlling itscapacity, connecting said compression-chamber and saidcombustionchamber, substantiallyas described.

23. In a gas-engine, a combustion-chamber having entrance and dischargeports at ,opposite ends of said chamber, both open at the same time,combined with a valvel operating to stop the iiow of gas during aninterval of time between the reduction ot' the old charge within thesaid chamber to atmospheric pressure and an introduction therein of afresh charge, for the purpose set forth.

24. In a gasengine, a combustion-chamber having entrance and dischargeports at opposite ends of said chamber, both open at the same time,combined with a positively-moving ICO IIO

supply-valve operating to cause an interval of time to elapse betweenthe reduction ofthe old charge in said chamber to atmospheric pressureand the introduction therein of a fresh charge, for the purpose setforth.

25. 'In a gas-engine, a combustion-chamber having` entrance anddischarge ports at opposite ends of said chamber, both open at the sametime, combined with a valve for controlling` the supplypassage of saidchamber, said valve being provided with an escape-passage, substantiallyas and for the purpose set forth.

26. In a gas engine, the combination of a compressiou-chamber and areservoir constantly in free communication therewith, gas and air supplyducts, and a Valve, said gas and air supply ducts and said valve allbeing controlled by the back expansion of gas contained in said chamber,substantially as de' scribed.

A7. In a gas-engine, a compression-chamber, and a reservoir constantlyin free communica tion therewith, combined with ports provided with avalve for controlling both the density of the gas admitted to saidchamber and also the volume thereof by means of the back expansion ofgas contained therein, substantially as described.

2S. The combination, with the piston and other working parts of agas-engine, of a plunger-chamber containing an elastic fluid and oil7and a supply-conduit for the oil leading from said chamber to thebearing-surfaces to be lubricated, whereby oil is forced through saidpassage by the action of the piston, substantially as described.

29. The combination, with the piston and other working parts of agas-engine, of aplunger-chamber containing an elastic Huid and oil, anda plurality of conduits for the oil lead ing from said chamber to thebearing-surfaces to bc lubricated and back to said chamber, whereby oilis forced through said passage by the action of thc piston,substantially as de-`

